Vessel hull for forming waveforms for attraction of aquatic animals

ABSTRACT

A vessel for operation on a water surface, having a hull that creates a waveform that attracts aquatic animals such as dolphins when traveling at a speed of 9 to 13 knots. The hull comprises a bow, a rounded stern and a midship section extending from the bow to the stern. The hull has a ratio of a waterline beam to a radius of the stern in a range between 2.0-2.5, and a speed-to-length ratio in a range between 1.5-1.7 to create a soft, curling wake in which dolphins can surf and jump. The hull further has a length-to-beam ratio between 2.5 to 3.0, a flat bottom aft, a high deadrise at the bow, and a full midsection with a longitudinal center of gravity located 52% to 56% aft of a beginning of a waterline to result in a low prismatic coefficient of the hull.

CROSS-REFERENCE TO RELATED APPLICATION AND CLAIM TO PRIORITY

This application is a non-provisional application that claims priorityto Provisional Application Ser. No. 63/050,600 filed Jul. 10, 2020, thedisclosure of which is incorporated herein by reference in its entiretyand to which priority is claimed.

FIELD OF THE INVENTION

The invention relates generally to attracting aquatic animals, and moreparticularly, to a power boat with a hull designed to create waveformsthat attract aquatic animals, and a method for operating such a powerboat for attracting aquatic animals using long period waves.

BACKGROUND OF THE INVENTION

Globally, the exploitation of marine mammals, such as dolphins, hasshifted from hunting to viewing over the last few decades. Across thediverse spheres of wildlife tourism, whale and dolphin watching hasgrown more rapidly and globally in popularity than most, and since thefirst decade of the 21st century, most coastal cetacean populations havebeen exposed to some form of dolphin-watching.

Marine boat operators have attempted to reproduce underwater sounds inorder to attract aquatic animals by means of lures that produce a soundor vibration. A number of rattling or vibrating lures have been producedthat attempt to attract aquatic animals by electrically or mechanicallygenerating and transmitting signals that simulate acoustics produced bybaitfish. However, aquatic animals generally appear to produce acousticsignals that vary in signal frequency, periodicity, and amplitude. Suchcomplex signals are not readily reproduced by simple buzzers or otherdevices that generate signals of fixed frequency, duration, andamplitude or that are varied in an arbitrary manner.

Further attempts have been made that involve using a frequencysynthesizer to generate signals of varying frequency and broadcastingthem underwater in order to influence the behavior of aquatic animals.In addition, underwater acoustical signals produced by actual species ofaquatic animals have been recorded. For example, members of a particularspecies of baitfish may be isolated in a tank or other isolatedenvironment, and signals produced underwater have been recorded by meansof an underwater acoustical transducer. A hydrophone has also been usedto record the sounds of one or more bass fish actually striking andconsuming baitfish, such as a minnow or shad, and reproducing therecorded sounds underwater at a location where it is desired to attractbass.

However, currently existing sound emitting devices used by dolphinwatching tour operators are complex, difficult to operate, unreliableand may further fail to emit certain types of sound for the attractionof aquatic animals. The current systems may also lack certain featuresthat limit their usefulness to boat tour operators. Therefore, a needexists for a tour boat and a method for attracting aquatic animals, suchas dolphins, toward the tour boat.

BRIEF SUMMARY OF THE INVENTION

According to a first aspect of the invention, there is provided a hullof a vessel for operation on a water surface. The hull comprises a bow,a rounded stern, and a midship section extending from the bow to thestern. The hull has a ratio of a waterline beam to a radius of the sternin a range between 2.0-2.5 and a Froude number in a range between0.44-0.50 or a speed-to-length ratio in a range between 1.5-1.7.

According to a second aspect of the present invention, there is provideda vessel for operation on a water surface. The vessel includes a hullhaving a shape that creates a big wave when planning at a speed between9 to 13 knots, preferably 10-11 knots. The hull has adisplacement-to-length ratio between 215-250 and a Froude number in arange between 0.44-0.50.

According to a third aspect of the invention, there is provided a methodof creating a big waveform that attracts aquatic animals. The methodcomprises the steps of providing a vessel having the hull, traveling thevessel on a water surface at a speed between 9 to 13 knots, and creatinga large waveform. The hull comprises a bow, a rounded stern and amidship section extending from the bow to the stern, and has a ratio ofa waterline beam to a radius of the stern in a range between 2.0-2.5,and a Froude number in a range between 0.44-0.50.

Other aspects of the invention, including apparatus, devices, systems,converters, processes, and the like that constitute part of theinvention, will become more apparent upon reading the following detaileddescription of the exemplary embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are incorporated in and constitute a part ofthe specification. The drawings, together with the general descriptiongiven above and the detailed description of the exemplary embodimentsand methods given below, serve to explain the principles of theinvention. These same numbers are used throughout the figures toreference like figures and components. In such drawings:

FIG. 1 is a front perspective view of a power boat having a hullaccording to an exemplary embodiment of the invention;

FIG. 2 is a side view of the power boat of FIG. 1;

FIG. 3 is a top view of the power boat of FIG. 1;

FIG. 4 is a side view of the hull of the power boat of FIG. 1;

FIG. 5 is a bottom view of the hull of the power boat of FIG. 1;

FIG. 6 is sectional view of the hull of the power boat according to theexemplary embodiment of the invention along a hull section 10;

FIG. 7 is sectional view of the hull of the power boat according to theexemplary embodiment of the invention along a hull section 6;

FIG. 8 is sectional view of the hull of the power boat according to theexemplary embodiment of the invention along a hull section 0;

FIG. 9 is a front view of the power boat of FIG. 1; and

FIG. 10 is a rear view of the power boat of FIG. 1.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENT(S) AND EMBODIED METHOD(S)OF THE INVENTION

References will now be made in detail to exemplary embodiments andmethods of the invention as illustrated in the accompanying drawings, inwhich like reference characters designate like or corresponding partsthroughout the drawings. It should be noted, however, that the inventionin its broader aspects is not limited to the specific details,representative devices and methods, and illustrative examples shown anddescribed in connection with the exemplary embodiments and methods.

This description of exemplary embodiments is intended to be read inconnection with the accompanying drawings, which are to be consideredpart of the entire written description. In the description, relativeterms such as “horizontal”, “vertical”, “front”, “rear”, “upper”,“lower”, “top”, “bottom”, “right” and “left” as well as derivativesthereof (e.g., “horizontally”, “downwardly”, “upwardly”, etc.) should beconstrued to refer to the orientation as then described or as shown inthe drawing figure under discussion and to the orientation relative to avehicle body. These relative terms are for convenience of descriptionand normally are not intended to require a particular orientation. Termsconcerning attachments, coupling and the like, such as “connected” and“interconnected” refer to a relationship wherein structures are securedor attached to one another either directly or indirectly throughintervening structures, as well as both movable or rigid attachments orrelationships, unless expressly described otherwise. The term“operatively connected” is such an attachment, coupling or connectionthat allows the pertinent structures to operate as intended by virtue ofthat relationship. Additionally, the word “a” as used in the claimsmeans “at least one”.

In the present description, certain terms have been used for brevity,clearness and understanding. No unnecessary limitations are to beinferred therefrom beyond the requirement of the prior art because suchterms are used for descriptive purposes only and are intended to bebroadly construed. The different apparatus and methods described hereinmay be used alone or in combination with other systems and methods.

FIG. 1 shows a marine power tour boat (or ship, or vessel), such as anexcursion boat, generally depicted with the reference numeral 10,according to the invention. The power boat 10 is designed for dolphinwatching. The power boat 10 is a displacement type of boat having a hull12 according to an exemplary embodiment of the invention. The hull 12 ofthe power boat 10 comprises a bow 14, a rounded stern 16, and a midshipsection 20 extending from the bow 14 to the stern 16. The hull 12 has adesign waterline (DWL), a centerline (or longitudinal centerline) (CL),and a longitudinal center of gravity (LCG) (as shown in FIG. 4). Theterm “centerline” conventionally refers to an imaginary line down thecenter of a vessel lengthwise. Any structure or anything mounted orcarried on a vessel that straddles this line and is equidistant fromeither side of the vessel is said to be “on the centerline”. The stern16 is symmetrically shaped around the centerline (CL) as shown in FIG.5. A keel 22 is arranged on a bottom surface of the midship section 20providing an outlet position on the hull 12 of the vessel 10 for apropeller shaft 24 as shown in FIG. 2. As used herein, the term“longitudinal” (or “longitudinally”) conventionally refers to adirection from the bow 14 to the stern 16 along the centerline (CL).

As shown in FIGS. 2 and 3, station lines 0-11 show transversecross-sections at the various stations along a length of the hull 12,where the right half sections depict stations along the bow 14 (ahead ofthe midship section 20), and the left half sections depict stationsalong the stern 16 (aft of the midship section 20). The stations 0-11are disposed between the stations B (bow) and S (stern), which marklongitudinally end (or extreme) points of the hull 12, as shown in FIGS.2-5. The station 0 marks the beginning of the DWL.

As used herein, the term “bow” conventionally refers to a front portionof the boat 10, from a front-end point (station B), where the hull 12starts, and the term “stern” conventionally refers to a rear portion ofthe boat 10, from a rear end point (station S), where the hull 12terminates. The bow 14 is forward from a station 3 of the hull 12, whilethe stern 16 is rearward from a station 10 of the hull 12, asillustrated in FIGS. 2 and 3. The term “midship” refers to approximatelya middle of the boat's hull 12 as measured from the bow 14 to the stern16 of the hull 12. Moreover, the longitudinal centerline (CL) is animaginary line running from the bow 14 to the stern 16 along the middleof the boat 10 down a center of the boat 10 lengthwise.

As shown in FIG. 2, the length overall (L_(OA)) is the distance betweenthe extreme points forward and aft, i.e., between the stations B and S,measured parallel to the DWL. As used herein, the term “designwaterline” (or DWL) conventionally refers to a waterline on a ship whenit is floating freely at rest in still water in its normally loadedcondition. A waterline length (LWL) is a length of the hull 12 asmeasured along the design waterline (DWL) when the boat is static. Anoptimum waterline length according to the exemplary embodiment of theinvention is in a range between 40′ to 55′, preferably 46′. However, itis to be understood that the invention is not limited to such a sizeboat, and expressly includes boats of varying lengths and widths. Thedescription that follows relating to a boat of a particular size is forillustrative purposes only.

A ship's hull form determines many of its main attributes, stabilitycharacteristics and resistance, and therefore the power needed for agiven speed, seaworthiness, maneuverability, and load-carrying capacity.The hull 12 according to the invention is designed to create waveformsthat attract aquatic animals (mammals), such as dolphins, toward thetour boat 10.

The rounded stern 16 of the hull 12 according to the exemplaryembodiment of the invention has a stern radius (or radius of the stern16) R_(S) (as shown in FIGS. 3 and 5) such that a ratio of a waterlinebeam (B_(WL)) (as shown in FIGS. 5) to the stern radius R_(S) (i.e.,waterline beam to stern radius: B_(WL)/R_(S)) is between 2.0 and 2.5. Asused herein, the waterline beam (B_(WL)) is a width of the hull 12 atthe design waterline (DWL). Preferably, according to the exemplaryembodiment, the waterline beam is 16.5′ and the stern radius R_(S) is7.5′, thus the waterline beam to stern radius ratio (B_(WL)/R_(S)) is2.2. As used herein, the waterline beam (B_(WL)) is a width of the hull12 at the design waterline (DWL). The rounded stern 16 with thewaterline beam to stern radius ratio between 2.0 and 2.5 creates a soft,curling wake that attracts dolphins and in which the dolphins can surfand jump.

Moreover, the hull 12 has a deadrise variable along the centerline (CL).The term “deadrise” of the vessel is known in the art as an anglebetween a horizontal plane and a hull surface 13 (as shown in FIGS.5-8). In other words, the hull 12 has a flat bottom aft and a highdeadrise at the bow 14. Specifically, a stern deadrise D_(S) of lessthan 2° (i.e., 2° or less) (best shown in FIG. 6), a midship deadriseD_(M) between 8° to 16° (preferably 12°) (best shown in FIG. 7), and abow deadrise D_(B) between 70° to 80° (preferably 74°) (best shown inFIG. 8).

The hull 12 has a chine flat 18 formed down sides 26 of the hull 12 andaround the stern 16 between chines 19, as best shown in FIG. 4-7. Inother words, the chine flat 18 extends along both starboard and portsides of the hull 12. The term “chine” in boat design conventionallyrefers to a sharp change in angle in the cross section of a hull, or aline formed where the sides of a boat meet the bottom. The chine flat 18has a width of 3% to 4% (preferably 3.5%) of the waterline beam (B_(WL))to further increase the wave making ability of the boat 10. Asillustrated in FIGS. 4 and 6, the chine flat 18 around the stern 16 is areverse chine flat having a reverse chine angle G_(R) of 8-10°(preferably 9°) down the sides 26 on a front portion of the stern 16 (asshown in FIG. 6) and a stern hook angle G_(RH) of 4-8° (preferably 6°)across the stern 16 approximately between the stations 11 and S (asshown in FIG. 4). The front portion of the stern 16 is definedapproximately between the stations 10 and 11 of the hull 12. The reversechine flat angle G_(RH) of 4-8° (preferably 6°) across the stern 16creates a stern hook on a rear portion of the stern 16 definedapproximately between the stations 11 and S of the hull 12. Thoseskilled in the art know that a chine in boat design is a sharp change inangle in the cross section of a hull, while a reverse chine is a chineor spray rail set at a downward angle to deflect spray down and awayfrom the boat. The reverse chine allows for lower planing speeds, as thereverse chines stops the boat pointing its nose skyward and thustransitions to a planing motion at a lower speed.

As seen in FIG. 4, a longitudinal center of gravity (LCG) and alongitudinal center of buoyancy (LCB) are located 52% to 56% (preferably54%) of the waterline DWL aft of the station 0, which results in a lowprismatic coefficient (C_(P)) of the hull 12. As used herein, the term“prismatic coefficient” (C_(P)=V_(H)LWL×Ax) conventionally refers to aratio of an immersed volume of the hull (V_(H)) to a volume of a prismwith equal length to the waterline length LWL of the ship and across-sectional area Ax equal to the largest underwater section of thehull (midship section 20). The prismatic coefficient (C_(P)) is used toevaluate (or indicate) the longitudinal distribution of the volume ofthe underbody (i.e., the underwater volume of the hull of the boat). Alow or fine C_(P) indicates a full mid-section and fine ends, a high orfull C_(P) indicates a boat with fuller ends. Planing hulls and otherhighspeed hulls tend towards a higher C_(P). Efficient displacementhulls travelling at a low Froude number will tend to have a low C_(P).The prismatic coefficient (C_(P)) according to the exemplary embodimentof the invention is between 0.48 to 0.54, preferably 0.51. A lowprismatic coefficient (C_(P)) results in a change in direction ofwaterflow that will slow the water down, which will increase pressureand raise the water in the form of a large wave.

Furthermore, the hull 12 according to the exemplary embodiment of theinvention has a block coefficient (C_(b)) between 0.35 to 0.40(preferably 0.37), and a midship coefficient (C_(m)) between 0.68 to0.74 (preferably 0.71). As used herein, the term “block coefficient”conventionally refers to a ratio of a volume of a displacement of a shipto that of a rectangular block having the same length, breadth, anddraft (i.e., the distance from a bottom of the boat to the waterline(DWL)). The C_(b) gives a sense of how much of the block defined by theLWL, the waterline beam (B_(WL)) and the draft (T) is filled by thehull. Full forms such as oil tankers will have a high C_(b) where fineshapes such as sailboats will have a low C_(b). As further used herein,the term “midship coefficient” conventionally refers to across-sectional area (A_(x)) of the slice at the midship section (or atthe largest section for C_(x)) divided by the waterline beam(B_(WL))×draft (T). It displays the ratio of the largest underwatersection of the hull to a rectangle of the same overall width and depthas the underwater section of the hull. This defines the fullness of theunderbody. A low C_(m) indicates a cut-away mid-section, and a highC_(m) indicates a boxy section shape. Sailboats have a cut-awaymid-section with low C_(x) whereas cargo vessels have a boxy sectionwith high C_(x) to help increase the C_(b).

The hull 12 according to the exemplary embodiment of the invention has acoefficient of waterplane (or waterplane coefficient) (C_(w)) between0.74 to 0.78 (preferably 0.76). The C_(w) is a waterplane area of a shipdivided by LWL×B_(WL) (i.e., the length and breadth of the ship at thewaterline). The waterplane coefficient expresses the fullness of thewaterplane, or the ratio of the waterplane area to a rectangle of thesame length and width. A low C_(w) figure indicates fine ends and a highC_(w) figure indicates fuller ends. High C_(w) improves stability aswell as handling behavior in rough conditions. The term “waterplane”conventionally refers to a horizontal plane that passes through a shipon a level with the waterline thereof. Further according to theexemplary embodiment of the invention, a length-to-beam ratio of thewaterplane (i.e., LWL/B_(WL)) is between 2.5 to 3.0 (preferably 2.77).

A displacement-to-length ratio of the boat 10 is between 215 to 250. Thedisplacement of a ship is its weight (conventionally in long tons) basedon the amount of water its hull displaces at varying loads. It ismeasured indirectly using Archimedes' principle by first calculating thevolume of water displaced by the ship then converting that value intoweight displaced. The length is the waterline length LWL.

Furthermore, a speed-to-length (or speed/length) ratio is preferably ina range between 1.5-1.7, more preferably 1.6. The speed/length ratio isdefined as V/√LWL. It is a speed of a ship in knots divided by thesquare root of the waterline length (LWL) in feet. For example, a boatwith the LWL equal to 25′ gives a square root of 5. Therefore, when theboat is moving at 5 knots, the speed/length ratio is exactly 1. At aspeed of 10 knots, the speed/length ratio would be 2.

Naval architects also use a dimensionless form of velocity called the“Froude number” (Fn). The speed/length ratio is similar to the Froudenumber except that the gravity term is omitted. The Fn is defined asF_(n)=V/29 g×LWL,

where: V=velocity (ft/s);

g=gravitational acceleration (or gravitational constant) (ft/s²); and

LWL=waterline length of ship (or boat) (ft).

According to the exemplary embodiment of the invention, the Fn is in arange between 0.44-0.50, preferably 0.46.

Further according to the exemplary embodiment of the invention, it isdetermined that dolphins are more likely to interact with a waveform forlonger periods of time if the boat 10 making the wave is traveling at 9to 13 knots, preferably 10-11 knots. The boat 10 operating at thespeed-to-length ratio of 1.6 or an Fn of 0.45-0.5 will result in thelargest waveform. Using those two variables, a waterline length of 46′may be chosen.

In operation, the boat 10 having the hull 12 is operated to travel on awater surface at a speed between 9 to 13 knots, preferably 10-11 knots.As a result, the hull 12 of the boat 10 creates a large waveform thatattracts aquatic animals (or marine mammals), such as dolphins.

The foregoing description of the exemplary embodiments of the inventionhas been presented for the purpose of illustration in accordance withthe provisions of the Patent Statutes. It is not intended to beexhaustive or to limit the invention to the precise forms disclosed.Obvious modifications or variations are possible in light of the aboveteachings. The embodiments disclosed hereinabove were chosen in order tobest illustrate the principles of the invention and its practicalapplication to thereby enable those of ordinary skill in the art to bestutilize the invention in various embodiments and with variousmodifications as are suited to the particular use contemplated, as longas the principles described herein are followed. Thus, changes can bemade in the above-described invention without departing from the intentand scope thereof. It is also intended that the scope of the inventionbe defined by the claims appended thereto.

What is claimed is:
 1. A hull of a vessel for operation on a watersurface, the hull comprising: a bow; a rounded stern; and a midshipsection extending from the bow to the stern; wherein the hull has aratio of a waterline beam to a radius of the stern in a range between2.0-2.5 and a Froude number in a range between 0.44-0.50.
 2. The hull asdefined in claim 1, wherein a stern deadrise angle is less than 2°. 3.The hull as defined in claim 2, wherein a midship deadrise is in a rangebetween 8° to 16°.
 4. The hull as defined in claim 3, wherein a bowdeadrise angle is in a range between 70°-75°.
 5. The hull as defined inclaim 1, further comprising a chine flat extending along both starboardand port sides of the hull, wherein the chine flat has a width in arange between 3% to 4% of a waterline beam.
 6. The hull as defined inclaim 5, wherein the chine flat is a reverse chine flat comprising areverse chine angle in a range between 8°-10° down sides of the stern ona front portion of the stern.
 7. The hull as defined in claim 5, whereinthe chine flat is a stern hook comprising a stern hook angle in a rangebetween 4°-8° on a rear portion of the stern.
 8. The hull as defined inclaim 1, comprising a length-to-beam ratio of a waterplane in a rangebetween 2.5 to 3.0.
 9. The hull as defined in claim 1, comprising ablock coefficient in a range between 0.35 to 0.40.
 10. The hull asdefined in claim 1, comprising a midship coefficient in a range between0.68 to 0.74.
 11. The hull as defined in claim 1, comprising a prismaticcoefficient in a range between 0.48 to 0.54.
 12. The hull as defined inclaim 1, comprising a coefficient of waterplane in a range between 0.74to 0.78.
 13. The hull as defined in claim 1, comprising an optimumwaterline length in a range between 40′ to 55′.
 14. The hull as definedin claim 1, comprising a displacement-to-length ratio in a range between215 to
 250. 15. The hull as defined in claim 1, comprising alongitudinal center of gravity and a longitudinal center of buoyancylocated 52% to 56% aft of a station 0 marking a beginning of awaterline.
 16. A vessel for operation on a water surface, the vesselincluding a hull comprising a shape that creates a big wave whenplanning at a speed between 9 to 13 knots; wherein the hull comprises adisplacement-to-length ratio between 215-250 and a Froude number in arange between 0.44-0.50 or a speed-to-length ratio in a range between1.5-1.7.
 17. The vessel as defined in claim 16, wherein the hull furthercomprises a rounded stern, wherein the hull has a waterline length in arange between 40′ to 55′ and a ratio of a waterline beam to a radius ofthe stern in a range between 2.0-2.5.
 18. The vessel as defined in claim17, further comprising a chine flat extending along both starboard andport sides of the hull, wherein the chine flat has a width in a rangebetween 3% to 4% of a waterline beam.
 19. The vessel as defined in claim18, wherein the chine flat around the stern is a reverse chine flatcomprising a reverse chine angle in a range between 8°-10° on a frontportion of the stern and a stern hook angle in a range between 4°-8° ona rear portion of the stern.
 20. The vessel as defined in claim 16,wherein the hull further comprises a flat bottom aft, a high deadrise atthe bow, a midship section with a longitudinal center of gravity located52% to 56% aft of a station 0 marking a beginning of a waterline toresult in a low prismatic coefficient of the hull.
 21. A method ofcreating a big waveform that attracts aquatic animals, the methodcomprising the steps of: providing a vessel comprising the hull asdefined in claim 1; traveling the vessel on a water surface at a speedbetween 9 to 13 knots; and creating a large waveform.
 22. The method asdefined in claim 21, wherein the aquatic animals are dolphins.